Bascule-bridge.



No. 735,414. PATENTED 4114419453; A. H'. SGHERZBR 4 0. RT. KANDELBR.

BASGULE BRIDGE.

APPLIGA'JIAON IILBD NOV. 22. 1901. A

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PATENTED AUG. 1903.

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APPLIOATION ILB'D Nov. 22, 1901.

A. SCHERZER 6L G. F. T. KANDELER.

N0 MODEL.

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.THE-Noam: PETERS co. woaurm, WASHINGTON. n. o.

No. 735,414. PATENTED AUG. 4, 1903. H. SGHERZER & C. F. T. KANDELBR.

BASCULE BRIDGE.

APPLIUATION FILED Nov. 22. 1901.

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A. H. SCHBRZEE & o. P. T. KANDELER.

BASGULE BRIDGE.

APPLIoA'rIaN FILED H0122. `1901.

PATENTED AUG. 4, 1903.

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Patented August 4, 1903.

FFICE.

PATENT ALBERT Il. SCHERZER AND CHARLES T. KANDELER, OF CHICAGO, ILLINOIS,`

AssICNORs TO THE SCHERZERROLLINC--LIFT `BRIDGE CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

COMPANY, on

BASCULE-BRIDG E.

` SPECIFICATION forming part of Letters Patent No. 735,414, dated August 4, 1903.

Application filed November 22. 1901. Serial No. 83,248. (No model.)

and' CHARLES-F. T. KANDELER, of .Chicago,..

in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Bascule-Bridges; and `we do` hereby declare that the following is a full, l

clear,and exact description thereof, reference being had to the accompanying drawings, and Y xo to the letters of reference marked thereon,

which form a part of this specication.

This invention relates to improvements in` bascule-bridges, and it embraces features of construction in a double-decked bridge, im-

proveniente in the mechanism for actuating the span or leaf of a bascule-bridge to open and close the same, an improved construction in and arrangement of counterbalanceweights for the leaf, and other features of zo construction in bascule-bridges.

Some of the novelfeatur'es of the invention `are more especially7A applicable to bascule' bridges of that class wherein the lbridge is opened and closed by a rolling movement of z5 the span or leaf-such, forinstance, as shown" in United States Letters Patent No. 511,713, issued to William ScherzerA `December 26, l893-but other features thereof are adapted for use in connection with bascule-bridges of 3o other kinds.

As shown in the drawings, Figure 1 is a view, principally in side elevation, of one leaf of a rolling lift-bridge and its associated approach, showing also the inner or lifting end of an adjacent leaf. Fig. 2 illustrates, principally in side elevation, the abutment end of one of the leaves of the bridge in its elevated` is a transverse vertical section taken on line Fig. 6 is a transverse sectional detail of one of the counterbalance-vveights. 5o Fig. 7 is a transverse section on 1in`e7 7 of 5 5 `of nig. 1.

`at the bridge-approach.

Fig. 2. Fig. 8 is a view in side elevation of a coun terbalance-weight fora bascule-bridge. Fig. 9 is a sectional View thereof taken on line 9 9 of Fig. S.

- As shown in said drawings, A A designate the shore or abutment piers of the bridge, said piers being built of `masonry or coustructed in any other suitable manner to afford astationary support forthe movable leaf of the bridge. Above the pierA are the two approach-doors B B', which meet the shore ends of the two decks of the bridge.

B2. B2 are anchored columns, on'which the end of the upper approach-floor is supported. As hereiushown, the lower approach-:floor is also supported by said columns; but this is merely incidental to the special bridge illustrated, wherein the lower approachroadways are also formed by floors snpportedabove the level of the shore piers or abutment. Manifestly the said'lower approach-doors may rest on or be formed by the surface 0f the'ground BU B6` are other columns forming part of the approachstruc- Ature and which serve as supports for the upperandlowerapproach-oors. Thelowerends of said columns B2 B2 extend into lthe abutment-piers, said lower ends of thecolumns being shown as secured to anchor-plates or crabs B3, embedded in said piers.

C C designate as a whole the movable spans or leaves of `the bridge, each of which rests at its outer or shoreward end upon the abutment-piers AA. Said spans are shown as of trussed construction,- and they are provided with two decks or bridge-doors C C2, located between and su pported bythe trusses. 'On the upper deck or floor C may be sup- `ported the rails C3 of a railway-track, while the lower deck 0r Hoor maybe adapted for the use of vehicles and street-cars, said lower deck being shown as provided with the rails C4L of a street railway. j The construction of the oor-frames for the upper and lower decks or floors may be of any familiar or 95 preferred type and is not herein shown in detail. The framework of the leaves consists,

as herein shown, of two lateral trusses, each consisting of straight top chords c and curved bottom chords c', said bottom chords curving zoo downwardly toward the abutment end of the span and being connected by Vertical and oblique braces or truss members c2 and c3.

E E designate rolling segments, which are attached to the trusses at the abutment end of the span and are adapted to rest and roll onstationarysupporting-surfaces. Asshown in the drawings, said rolling segments have the form of sector-shaped beams, which are arranged obliquely and are secured at their upper ends to the lower ends of radial braces c4 and at their lower ends to the lower ends of the Vertical truss members c2 at the abutment ends of the trusses, as well as to the adjacent ends of the bottom chords c ofthe trusses. Said rolling segments rest and roll on horizontal supports A2, herein shown as having the form of girders, which rest on the abutment-piers A' A'. The curved faces of the rolling segments are provided with holes or recesses, and the supports A2 A2 are provided with teeth or projections, which extend upwardly from the top surface thereof and engage the said holes or recesses to prevent the rolling segments from sliding or moving endwise on said supports, this feature being shown in the prior Scherzer patent above lreferred to. In the particular form of bridge shown in the accompanying drawings the lower deck or tloor is located considerably above the level of the supports A2 A2 for the rolling segments, so that the rolling segments are located principally below the level of the said lower deck or roadway. The shore ends of the trusses are, moreover, extended beyond the said segments, so as to form rigid arms or projections which carry counterbalance-weights (indicated by F) and are also adapted for contact at their ends with downwardly-facing stationary stops D D on the bridge approach or abutment for the purpose ot positively limiting the descent of the free end of the span, or, in other words, to prevent the free end-of one span of a double-span bridge, such as is shown, from descending below its-horizontal or normal position. S uch stationary stopsD D are herein shown as attached to the columns B2 B2, herenbefore referred to,

ends of the two spans are elevated consider-- ably above the supporting-surfaces for the rolling segments the fact that the rolling segments are held from outward movement on said supporting-surfaces and the free ends ot' the spans are in abutting contact results in the spans supporting each other in the manner of an arch, as set forth in said prior Scherzer patent. Manifestly in the c'ase of a sing gle-span bridge the free end of the span may rest upon and be supported by a pier or abutment. v

One feature of our invention-relates to the construction by which the ends of the two decks or floors of a double-decked bridgespan are adapted to meet or join the upper and lower approach tloors or roadways. The said bridge-floors in the construction shown, like the single floor shown in the saidv prior Scherzer patent, extend outwardly or shoreward past the rolling segments, so that the ends of said bridge-floors which meetthe appreach floors or roadways descend or swing downwardly from the latter as the free end of the span rises in opening the bridge. The said ends of the bridge-floors, therefore, both follow curved paths, due to the bodily movement of the span in the movement of the rolling segments on their supports. The said ends ot the bridge-floors arevnot, however, extended the same distance past or beyond the rolling segments; but the lower door extends a greater distance beyond the said segments than the upper door, while in the case of the approaches the upper approach floor or roadway extends past or overhangs the lower one. 'lhe extent of such overhang is such that the end of the upper bridge-floor in its descent will clear the end ot' the lower approach-Hoor. In other words, the end of the lower bridge-floor which meets the lower approach-door projects beyond the adjacent end of' the upper bridge-floor such distance that the curved path of the said end ot the upper door will pass or fall outside of the end of the lower approach-floor. As a result of this construction the ends ot both bridgefloors will be brought into proper end to end relation with the corresponding approachfloors when the bridge is lowered, while at the same time in the'lifting of the bridge the descending end of the upper bridge-doors will pass so far outside of the lower'approachfloor as to entirely clear the same. In the construction illustrated the approach-floors are formed mainly by longitudinal beams or girders, those of the lower approach B' being indicated by B4 and those ot the upper approach B by B5, and the outer ends .of said beams are supported from the columns B2`B by transverse girders B7 BS. tion the girders B4 of the lower roadway extend only a short distance outside ofthe said columns B2, while the girders B5 of the upper approach extend therefrom a considerably greater distance and are supported by a transverse girder B9, the ends of which are supported by a truss structure comprising lower longitudinal horizontal beams b, at-

tached to and extending outwardly from the said columns B2, horizontal upper beams b', attached to the upper ends of the posts B2 B2 and of the companion parts of the approach structure, oblique beams b2 b2, which extend downwardly and outwardly from the upper ends of the posts B2 B2 to the outer end of Vthe'lower horizontal beams b, and oblique IOO IIO

In this construcbraces or struts b3 b3, which extend from the outer ends of the beams b b upwardly and outwardly to the outer ends of theV upper beams b b,`and said oblique struts b3 are rigidly attached at their lower ends to the beams b2, at their upper ends to the ends of the transverse girders B8. The truss structure formed i by the beams and struts b, b', b2, and b3 also serves as a means for rigidly supporting the downwardly-facing stops D D from or upon the anchored columns B2 B2. Additional stiff- -ness andrigidity is given to the truss strucextending :from the lower and upper ends of e 1 youd the rolling segments.

the columns B2, to the ends of the said beams b4 at thepoints where thesame are attached to` the columns B6. The end portions of the bridge-floors which meet the approach-doors are supported by the outwardly-projecting parts of the span-trusses which extend beln the particular construction illustrated, wherein, as before stated, the` lowerchords are curved downward at the ends of the span and the rolling segments are mainly below the level of the lower bridge- Iioor, said extension of the trusses are formed by oblique and upright truss members c5, c6, and c7, by extensions of the top chords c, and by horizontal truss members cs, which eXtend outwardly from the upper ends of the rolling segments and `from the lower chords of the truss extensions. In this arrangement of the trusses the lower deck is located at the level of the horizontal truss members o8 cs and the upper deck is located at the level of the top rchords c.

` c to the end of the said horizontal truss member cs. Inasmuch as the projecting part of thespan formed by the truss extensions described 'and the bridge-floors in the opening of the span descend below the level of the supporting-girders A2 A2, if said girders be near the surface of the water in a Waterway or near the surface of the ground it will be necessary to provide a space or well to receive the same, such a space or well being shown in the drawings at A4 and as formed between the abutment-piers A and A4.

Referring to the stationary stops D D for limiting the closing movement of thespan, the same are located in the `same planes with the trusses, are arranged to face downwardly,

2 and coact with upwardly-facing stops D D on ythe' ends of the projections 'of the spantrusses. As before stated, said stops D D are attached to the truss structure formed on the approach tosupport the overhanging end cured.

lplate F.

level of the lower bridge-floor, being attached to and rising from the ends of the horizontal truss members es cs. By this arrangement described said stationary stops D D are rigidly connected with the anchored posts, the said oblique braces, which extend from said stops upwardly to the tops of the columns B2, serving to transmit directly to the columns the upward thrust or stress coming on the stops. The attachment of the said stops to the columns is also made stronger by the oblique struts b3, which reach to the overhanging end of the approach-floor and are connected with the girders constituting the same. The stops D D' on the span are attached both to the horizontal truss members 08 and to the oblique members c7, so that they have strong and rigid connection with the main parts of the span-trusses.

As hereinbefore stated, the counterbalancel weights F F are attached to the parts of the trusses which extend beyond the rolling 'segments lE E. Said counterbalance-weights embrace novel features of construction, constituting a part of my invention, as follows:

F', Fig. 6, indicates a iiat sheetmetal plate which is made of a size and shape to engage and is secured at its margins to the outermost oblique, vertical, and horizontal memj bers c, c7, and cs of the truss extensions in the manner shown in Fig. 6. Said truss members are shown as longitudinally divided or each made of two parts, between which the margins of the plate F are inserted and sef2f2 designate separate, small, or individual counterweight-blocks, of which there are two sets, one set located on each side of the Each set more or less completely fillsthe space between the inclosing beam and truss members, according to the number of blocks needed. Said blocks are attached to the plate by means of boltsf, which pass through the weights and through said plate. Desirably the weight-blocks are provided at the ends of the holes through which the bolts pass with recesses, in which are located the heads and nuts of said bolts. l i

The supporting-plates F for the counterbalance-'weights constitute, in eect, parts of the trusses, adding strength to said `trusses and taking up no room or space additional to that required for the parts which constitute saidtrusses. A counterbalance-weight of sectional construction' or consisting of a number of smaller units is, furthermore, elastic, or, in other words, maybe made heavier or lighter, so that if a given counterbalance `weight becomes too heavy or too light for the purpose desired one or more individual weights may be removed or added.

t Next `referring to my improvements in the actuating mechanism for the bridge leaf or IOO IIC

span whereby the same is opened and closed, G G, Fig. 7, designate endwise-movable operating-struts, which are located one laterally outside of each truss member and pivoted on laterally-directed horizontal pins c on the top chords of the trusses. One of said operating-struts is shown in detail in Fig. 7, and consists of a lower bar or member G', provided with downwardly-facing rack-teeth and a longitudinal upper member g, which is connected with the lower member by means of oblique braces or tie-bars g. Said braces g areattached at their upper ends to anglebars g2, constituting part of the upper member g. The lower ends of said braces g are attached to tie-plates g4, which latter are secured at their lower margins between the lower member G and channel-bars g5, which are located at the sides of saidlower member. The rack-teeth of each of said operatingstruts mesh with a toothed pinion H, which is affixed to a rotative shaft H', mounted in bearings h attached to the upper margins of two vertical laterally-separated guide-girders I I. Said guide-girders are supported on the upper ends of the columns B2 and B6, one pair at each side of the approach structure, as shown in Fig. 3. The operating strut is adapted to move outwardly between said guide-girders I when said strut is shifted rearwardly to raise the leaf of the bridge, and said strut is provided at the sides thereof with rollers I', which rest and travel on the upper edges of said guide-girders. The rollers I are provided for the purpose of taking part of the weight of the operating-strut when the latter is at its outermost position or at the time the leaf of the bridge is raised, as shown in Fig. 2, to prevent too great a weight coming upon the actuating-pinion H. When the leaf is in its closed or lowermost position, the weight of the operating-strut is taken by the pivot-pins c9 and the actuating-pinions, and when the leaf is in its open position said weight is transferred to the said actuating-pinion and the guide-rollers I.

It will be noted that the operating-struts are pivoted to the trusses of the bridge-leaf a distance in advance of the innermost part of the rolling segments E, on which the bridge rests and rolls or nearer the free end of the span than the lower ends of said segments. This construction is of considerable practical advantage, as it increases the purchase or efficiency of the operating-struts and enables the same to more easily control the movements of the span than if connected with said leaf at points concentric with respect to said segments. Manifestly by this location of the pivot-pins when the span is raised, as seen in-Fig. 2, the pivoted ends of said struts are brought toa considerable distance above the supporting-girders and much higher than they would be if arranged concentrically of the rolling segments, the result being that the span may be held against being moved or swung on its rolling supports by wind-pressure and may be moved when subject to such windpressure without the use of such a strong or powerful actuating device, as would be necessary if such actuating devices acted on the span at a point concentric with the rolling segments or above the same when the span is in its horizontal position. The upper margins of said guide-girders l are made of a form to correspond to the movement of said operating-strut caused by the opening and closing movements of the bridge-leaf as it rolls backwardly or forwardly. If the pivotpin cf,connecting the operating-strut with the span,were located concentrically with respect to the curved surfaces of the rolling segments, saidv pivot-pin would move horizontally and the operating-strut would move endwise in a horizontal plane. Said pivotpin o9 is, however, as before stated, located nearer the free end of the span than the forward end of the rolling segment and is therefore located eccentrically with respect thereto, with the result thatit rises or falls as the span is lifted or lowered, and the rear end of the operating-strut has a correspondingly irregular movement. The curved upper edges of the guide-girders are shaped to conform to the path of the guide-rollers I, due to such irregular movement of the operatingstrnt. The pinion-shafts H each extend at one end beyond the bearings thereof and are provided outside said bearing with a gearwheel H2, which is adapted for intermeshing engagement with any suitable driving-gear mechanism (not shown) for giving motion to the pinion H. The weight ofv the operatingstrut is sufficient to normally prevent the same from rising during the lifting and closing movements of the span; but in order to prevent said strut from rising or getting out of mesh with its gear-pinion under extraordinary strains orstresses we have herein shown guide-pulleys h', which are rotatively mounted on short shafts h2, ixed in bearings h3, rising from the bearings h of the axle H, said pulleys extending inwardly over the lower flanges of the channel-plates g5 in position to engage said anges, and to thereby prevent the actuating member from rising.

In Figs. 8 and 9 we have illustrated a construction in a counterbalance-weightembracing the same general features ofl construction hereinbefore described, but in Which the webplate, by which the individual Weights, counterweight-blocks, or weight-units are supported, instead of being secured at its margins to the members of the truss itself is stiffened by lianges or frame members and' is merely attached to the truss. As shown in said Figs. 8 and 9, L indicates a web-plate, and M individual counterweight-bloeks attached to the same by bolts Z, passing through the blocks and through holes in the said plate L. The counterweight-blocks are made of like shape and are arranged for contact with each other at their side faces, so as to completely fill the area of the web-plate, there- IOC IIO

by aiordng a maximumof weightin a minimum space. Such blocks may be made of iron or preferably of a heavier metal-such, for instance, as is used for window-sash weights. Some of the blocks may be made of lessthickness than others in order to ent able the total weight of the blocks to be vaf to `form two shallow boxes.

ried without shifting the center of gravity of the counterbalance-weight to the same extent as would result if a portion of the blocks wereentirely omitted. The plate L is provided with marginal stiffening-lianges N,con stituting, in eect, a marginal frame which serves to stiften and support the plate. Said plate is shown as made of rectangular form and the marginal anges as consisting of flat bars or plates n n, secured to each other at the corners of the frame and attached to the edges of the plate L, so as to project from both faces of the same in such manner as to The said plate L is in the instance illustrated in Figs. 8 and 9 attached to the inner or shore end of one of the trusses of a lift-bridge of the through type, the marginal iiange or frame thereof being attached to the upper end of the rolling segments O by a connecting-piece o and connected with the upper chord of the truss by means of an oblique truss member O. In this construction manifestly the web-plateL ismerely attached tothe truss, while in the construction shown in Figs. l to 6 the webplate is attached at itsmarginsdirectly to the truss members and constitutes a part of the truss. In both instances, however, the frame or truss members to which the edges ofthe plate are attached serve to support or stiften the plate. In said Figs. 8 and 9 the web-plate .L is shown as provided between the marginal lianges n n withtransverse stiening-anges n at', arranged parallel with the marginal flanges and intersecting each` otherl at right angles. Said stiifening-iianges are formed by plates which are secured to the web-plate and to the frame members nn 4by angleirons. i Said stifening-iianges are so` arranged with respect to the marginal flanges as to form between them spaces adapted to receive a certain number of the counterweight-blocks M. The web-plate will be made of such size as to receive the maximum numberof counterweight-blocks that may be required for the bridge-span, and exact adjustment of the counterbalance-weight to the requirements of the span is aiforded by leaving off a required number of the blocks in case the maximum number provided for be not needed. The drawing Fig. 8 shows theweb as provided with less than its full complement of blocks.

A counterbalance-weight consisting of a web-plate provided with `bolt-apertures and a plurality of weights adapted to be secured by bolts to said plate may be applied or attached `to a truss in a variety of Ways, and the same is herein broadly claimed without restriction to the particularmanner in which it is attached to the truss' or truss members.`

Certain details of construction in said coun- `terbalance-weight are, however, also herein claimed as part of our invention.

It-is to be understood that changes may be. made in the structural details described without departing from the spirit of our invention, and we do not wish to be limited to such details, except as hereinafter made the subject of specific claims. i i

We claim as our inventionl. A bascule bridge span consisting of trusses, and two decks or ioorsarranged one above the other.

2. A rolling lift-bridge span comprising trusses, rolling segments attached to the trusses, and two decks or floors arranged one above the other.

3. A double-deck bascule-bridge comprising trusses, a lower bridge-floor located at the level of the lower chords of the trusses and an upper bridge-floor located at the level of the upper chords of said trusses.

4. A double-deck bascule-bridge comprising a lifting span having upper and lower floors, and a bridge-approach having two corresponding i'loors or roadways, the span-floors being arranged to project toward the approach beyond the supports of the span and to move downwardly away from the approach floors or roadways in the lifting of the span.

5. A double-deck bascule-bridge comprising a lifting span having upper and lower iioors and rolling segments, stationary supports on which said segments rest and roll and a bridge-approach having two corresponding floors or roadways; said floors being arranged to extend toward the approach past the points at which the segments rest on their supports, so that the ends of said span-floors move downwardly away from the adjacent ends of the approach in lifting the span.

6. A double-deck bascule-bridge comprising a lifting span provided with two decks, located one above the other, anda bridgeapproach having two corresponding ioors or roadways.

7. A double-deck bascule-bridge comprising a lifting span provided with -two decks and with rolling segments resting on stationary supports, and a bridge-approach having two corresponding floors or roadways.

' 8. `A double-deck bascule-bridge comprising a lifting span provided with two decks IOO IIO

and a bridgeapproach having two correv sponding iioors or roadways, the upper one `of which extends beyond or overhang-s the lower one.

9. A double-deck bascule-bridge comprising a lifting span provided with two iioors located one above the other andan approach having two corresponding iioors or roadways, the ends of the span-floors which meet the approach iioors or roadways being extended past the support by which the span is sustained and the end of the lower span-floor which meets the lower approach or roadway ,being extended past the adjacent end of the iioors or roadways, the ends of the span-floors which meet the approach floors or roadways being extended beyond the supporting-points of the rolling segments and the end of the lower span-Hoor which meets the lower approach or roadway being extended past the adjacent end of the upper span-Hoor to a point outside of the path of said end of the upper span-floor.

11. Arollinglift-bridge comprisingabridgespan provided with two floors located one above the other and provided with rolling segments which rest and roll on stationary supports, and an approach having two corresponding tloors or roadways, the end of the lower span-floor which meets the lower approach ioor or roadway being extended beyond the adjacent end of the upperspan-rloor, while the upper approach-floor overhangs the end of the lower approach floor or roadway,

.and an approach structure embracing columns which support the upper approach-door and trusses which are attached to and extend outside of said columns and support the overhangingend of the saidv upper approach-door.

12. A double-deck bascule-bridge comprisinga lifting span providedwith two decks and a bridge-approach having two corresponding stationary i'loors or roadways,the upper one of which extends beyond or overhangs the lower one and columns which support the upper approach-Hoor and trusses which are attached to and extend outside of said columns to support the overhangingend of the upper approach-oor.

13. A bascule-bridge comprising a bridgespan provided with two iioors located one above the other, and an approach having two corresponding floors or roadways, the end of the lower span-Hoor which meets the lower approach being extended beyond the adja-l cent. end of the upper span-door, While the upper approachiloor overhangs the end of the lower approach floor or roadway7 and an approach structure embracing supportingcolumns, upper and lower longitudinal truss members attached to and extending beyond the said columns, oblique truss members extending from the tops of the columns outwardly and downwardly to the ends of the lower truss members, other oblique truss members extending upwardly and outwardly from the ends of the lower truss members to the outer ends of the upper truss members and a transverse girder attached to the upper ends of said upwardly and outwardly extending oblique truss members, for supporting the overhanging end of the said upper approachiioor.

' 14. A bascule-bridge comprising-a bridgespan provided with two floors located one above the other, and an approach having two corresponding floors or roadways, the end of the lower span-door which meets thelower approach iloor or roadway Vbeing extended beyond the adjacent end of the upper spaniloor, while the upper approach-floor overhangs the end of the said lowerapproach floor or roadway and an approach structure embracing anchored columns which support the upper approach-floor and trusses which are attached to and extend outwardly from the said columns to support the overhanging end of the said upper approach-floor, said spanbeing provided with parts which project beyond the rolling segments and are provided with upwardly-facing stops adapted for contact with said trusses on the approach structure to limit the descent of the free end of thev span. l

15. Abascule-bridge comprisingaspan provided with parts which project beyond the support at the abutment end of the span and are provided with upwardly-facing stops, and anchored columns on the bridge approach provided with downwardly-facingstops located in position for contact with the stops on said projecting parts of the span, and with oblique struts extending from said stops to the upper ends of said columns.

16. A rolling lift-bridge span comprising trusses,two iioors located one above the other, and rolling segments attached to said trusses and adapted to rest and roll on stationary supports, said floors being extended past the rolling segments at the abutment ends of the span and the trusses being provided with projecting parts located above the level of said supports for said rolling segments and which extend beyond the said roller segments and support the end portions of said oors.

,17. A rolling lift-bridge span comprising trusses and two bridge-doors supported thereby one above the other, said span being provided with rolling segments which rest and roll on stationary supports, said bridge-floors extending at the abutment end of the span beyond the said rolling segments and the trusses being provided with parts which extend beyond the said rolling segments to support the end portions of the ioors, and counterbalance-weights attached to the said parts of the trusses between the iioors and exterior to the said rolling segments. y

18. A bascule bridge span comprising trusses having horizontal top chords and curved bottom chords which are downwardly inclined at the abutment ends of the span, and

IOO

IZO

upper and lower bridge roadways or floors,

rolling segments attached to said trusses below the level of the lower roadway or floor, v

ing segments and connected with the upper chords by truss members, andcounterbalanceweights attached to said trusses in the same plane therewith and between the said horizontal truss members and the top chords.

19. Abasculebridge comprisinga bridgespan embracing trusses and two bridge-doors supported thereby one above the other, said bridge-floors being extended at the abutment end of the span beyond the span-supports and the abutment end of the lower bridgeoorbeing extended beyond that ofthe upper one, `and the said trusses having extensions to support the end portions of the bridgeloors which extend past the said supports, said truss extensions embracing lower horizontal truss members which extend beyond the adjacent ends of the top chords `of the trusses and are connected withsaid top chords by truss members, approach ioors or roadways, of which the upper overhangs the lower one, an approach structure embracing anchored columns, and trusses projecting outwardly therefrom to support the overhanging `end of the upper approach-roadway, said trusses embracing oblique struts which extend outwardly and downwardly from the upper ends of said anchored columns, downwardly-facing stops attached to the said trusses of the approach structu re at the lower ends of said oblique struts, and upwardlyfacing stops on the bridge-span attached to the ends of the said lower horizontal members of the truss extensions of said span.

20. A` bascule-brit] ge comprising a span havingrolling segments, stationary supports on which the said segments rest and roll, and means for actuating the said span comprisinganoperatingstrut pivoted to the span at a point above lthe rolling segments and nearer the free end of the span than theforward or outer ends of said segments and their supports and means on the bridge approach or abutment for actuating said operatingstrut to move the span.

21. A bascule-bridge span provided with a support near its abutment end, an operatingstrut pivotally connected with said span and provided with a toothed rack-bar, a rotative gear-pinion meshing with said rack-bar to give endwise motion thereto and a guidegrder provided with a curved guide-surface for engagement with a guide-roller on said strut.

22. A rolling lift-bridge comprising a span provided with rolling segments adapted to rest on stationary supports, an operatingstrut pivotally connected to said span and provided with a toothed rack-bar, a rotative gear-pinion meshing with the rack-bar on said operating-strut to give endwise motion thereto, a guide-girder provided with a curved guide-surface and a guide-roller on the operating-strut adapted for engagement with said curved guide surface in the endwise movement of the strut.

In testimony that we claim the foregoing as our invention we aftix our signatures, in presence of two Witnesses, this 15th day of November, A. D. 1901.

ALBERT H. SCHERZER.V CHARLES F. T. KANDELER.

Witnesses:

C. CLARENCE POOLE, WILLIAM L. HALL. 

